Driving mechanism.



T. E. DROHAN. DRIVING MEGHANISM. APPLIOATION'IILED our. 6, 1904.

} Patented Apr. 27, 1909.

8 SHEETS-SHEET 2.

INVENTOR:

Th omas Eljrol'w an T. E. DROHAN. DRIVING MEcHANlsM.

APPLICATION FILED 00T.6, 1904.

3 SHEETS-SHEET 3.

WITNESSES- Xvi 1/ INVENTOR Th masEDrohar Patented Apr. 27, 1909.

v ismsgof which the following is a specification.

' driyeii byit at difierentspeeds Without varywhich I have illustrated and described emline 3 3 of 2, showing the bonnet, or

.tion of the counter-shaft carrying the end a irED srnrns PAT. I

FACTURING COMPANYQA CORPORATION OF-WISGONSIN.

- I nm'v'me MECHANISM.

No 919,835; l Specification of Application fild- October a, 1904. we; no. 227,410.

Letters rat-emf J Patented April27, ieoe.

To all whom it may concern: 7

Be it'known that I, THOMAS E. DROHAN,- a citizen of the UnitedfStates, residing at" Madison; in the countyjo'f Dane and State of Wisconsin, have invented certain new and useful Improvements in Driving Mechan- One of the objects of my present in'ven tion is the production of a simpleand compact .gself-contained mowi structure capable ofdfiying-the machinetool or other load ing the armature speed of-the motor. In carrying out this feature of myinvention I prefer to have'the mechanism, by means of which speed" variation referred to is ob-, tained, supported by one of the bonnets on end members of the motor.

The numerous features of novelty which characterize myinvention are pointed out with particularity in the claimsjannexed to' and folmir'ig a part of myjspecification. For a better understanding of my invention, however, reference may be had to the ac-' companying drawings and description in.

bddiments of my intention.

I Of the drawings, Figure 1 is a perspective; I

View of a motor-driven lathe equipped with my invention; Fig. 2 is a sectional elevation of the bonnet; Fig. 3 is an elevation onthe end member of the motor containing the speed changing mechanism; Fl 4 is a per' spective View showing the too head sup.- port and motor suoport; Fig. 5 is a sectional elevation of the. cone pulley and gear carried'thereby; Fig. 6- is an end elevation of the cone pulley; and Fig. 7 is an elevaplate or bonnet of the" motor showing a modified construction.

The motor-driven engine lathe shown in li'g. 1 comprises the usual frame-work and bedplatel at one end of which is located the usual support 2 provided at its ends with posts or pillow blocks 3 inwhich is mounted the tool-carrying head 4 of the lathe and the cone pulley 5. Gears 6 and the cooperating} countershaft, not shown, constitute the back gear oi the lalhe iii-the usual manner. platform or support-,7 extends parallel. to flip hlthe bod ahovol'ho cove pulley 5 and is prd- E 'vided with supporting feet or (wt'vnsions :3 l

which rest on the upper ends of the pillow blocks 3. The extensions 8 form cap pieces for the bearings 9 in which the tool spindle of the lathe is journaled, being secured to the pillow blocks 3 in the samemanner as and taking the place of the'usual separate cap pieces.

An electric motor 10 issecured to the upper side of the support 7 by bolts 11. The power-transmitting shaft 30 of the motor 10 carries a gear 12' which drives a chain 13. The. chain 13 passes through apertures formed for the purpose in the support 7 and means by which a tool head of the motor may be manually turned into any desired position'whenever such action is desirable.

The motor 10 may bein general of any Well known types of electric motor, though When used for the purpose illustrated it is preferably of a type in which the armature speed can be varied more or less by altering the, electrical conditions of the motor. The bonnetorend member 20 of the motor, which contains the speed changing devise, exhibits many novel features. The bonnet 20 is formed withan annular portion 21,

which is connected to the end of the field frame of the motor in the usual manner by bolts 22, and a chambered portion or casin 23. The right-hand end of the chambere portion'23, as viewed in Figs. 1 and 3, is

The

closed by an end plate or member 24. inner end of the chambered portion 23 is closed by an integral Wall 25. The Wall 25 is formed Witha hearing box 26 in which the end of the armature shaft 27 of the motor.

is journaled. The end of thearmaturetubular shaftv 28 which is preferably formed of brass or the like. The member 28 has I spur gear teeth formed on its end adjacent The driving or power-trans the motor. muting shaft 30, which is m ahnement with transmitting shaft of the motor forms ashaft has keyed to it a sleeve member ordrives an'annular toothed member 14' which the armature-shaft 27 has its inner end journaled in the end of the sleeve 28. The end member 24 also carries a bearing box 31 supporting a bearing 32 in which the shaft 39 is. also journaleii;

A shaft 35 extending parallel to thearmatore-shaft 27 and the power-transmitting shaft has its ends journaled in bearings 36 mounted in pockets formed for the purpose in the end wall 25 and end plate 24. A gear a wheel 38 meshing with teeth on the sleeve member'28 is keyed to the shaft 35. The

shaft has" loosely mounted on it a gear it p Wheel 39. I The gear wheel 39 has an annular ocket concentric with the shaft 35 formed .in its inner face, into whic h' the engaging portion of a friction clutch member 40 keyed to the shaft 35 may enter.

The power transmitting shaft 30 has keyed to it a gear Wheel having an annular oeket formed in its inner face, similar gear w clutch enters the pocket of the gear wheel 45. The

clutch members 40 and 46 are similar in to t eplocket formed in the inner face of the eel 39. The engaging portion ofa member 46- keyed to the sleeve 28 construction, but are shown in different {angular position-in Fig." 3. Cluteh control ling collars 47 are splined one on'themember 28 and she 'on'the shaft 35, each collar is formed'with a circumferential groove in its periphery into which. extend members 48 pivotedtothe ends of the cross-arms 49 carried by ashaft 50 which is. mounted in the walls-of the chamber 23 of the bonnet and extends transversely to and between the shafts 30 Land 35 A-handle 51,'which annular spacing member 63 L-shape'd in cross-section which is also located; ,the pocket in the. corresponding gear "wheel. A pivot pin orbolt 64 is journaled in the member and 63 at a point diametrically opposite the in 62. T e pin 64 carries a cam 65 whieli is located between the ends of the split ring 61. secured to the end of the'bolt 64 has adjustably mounted in it a bolt 67, the lower end of which is .in position to engage with a cam member 68 secured to the corresponding collar member 47.

In the condition of the mechanism shown inFig. 3, the cam carriedby the bolt 64 of the" lower clutch member is turned by the A crank-arm 66 rigidly" which the split ring is unflexcd and relative movement between the shaft 35 and gear wheel 39 is therefore ossible. By rotating the shaft 50 in the irection of the arrow shown in Fig. 3, the collar 47 will be moved toward the gear wheel 39 and pin 67 will be moved away from the shaft 35 by its ongagement with the cam 68. This will in turn rotate the bolt 64 and thereby spread the ends of the split ring and look it and the gear wheel 39 together, thus locking the gear wheel 39 to the shaft '35. A pocket 70 is formed in the extreme upper end of the cam member 68, as seen in Fig. 3, into which the end of the pin 67 drops when the gear wheel 39 is locked to the shaft 35. This prevents accidental disengagement between the clutch member and the gear wheel.

As before stated, the upper clutch mecli anism is exactly similar to the lower clutch mechanism. In the position sh own in Fig. 3 the clutch member 46 is locked to the gear wheel 45. When the shaft 50 is rotated in the direction of the arrow to lock the gear wheel 39 to the shaft 35 the-engagement between the gear wheel 45 and the clutch 46 will be broken. The engagement is such that only-one of the clutch members can be locked to the corresponding gear wheel at a time. The parts are so proportioned that when the shaft 50 is turned into the position in which the arms 49 stand vertical, each gear wheel is'entirely independent of the correspondingclutch member.

It will be observed that when the clutch mechanism is in the position shown in Fig. 3 the shaft member 30 is locked to and practically fornts an extension of the armatureshaft-27. The speed of. the shaft 30 is then that of the armature of the motor' In this condition of the apparatus, the shaft 35 and gear wheel 39 hoth'turn in the same direction but with differ nt angular velocities owing to the different sizes of the gear wheels 38 and 39. When the shaft 50 isturned to lock the clutch member 40 to the gear wheel 39 and to release the gear wheel 45 from the clutch 46,.the ear wheels 38 and 39, then being both loched to the shaft35, vsi ill turn with the same angular velocity. he. shaft 30 will then be driven by the armature-shaft 27 through the shaft 35'and cooperating gears. If, as in the construction illustrated, the gear wheels 45 and 39 arethe same size and the diameter of the gear-wheel 38 is more than double that of the toothed portion of the member 28, the velocity of the shaft 39 will be less than half that of the armature-shaft of the motor. The arl'nature-shaft and the shaft 39 will, however, continue to turn in the same direction.

An oil-reoeivingfpocket is formed in the end Wall 25 above the bearing for the shaft 35. A similar pocket 76 is formed in the end action of a spring 69 into tile position in Biases 'nremher24. Channels convey oil froiirthese pockets-to'the endsof the shaft 35 The pocketshlfi and 76 open into the interior of the casing or .chamber 23- and are supplied with oil by the splashing produced by the gear wheels 38 and 39 as they 'tnrnthrough 'a small quantity of oil kept in the-bottom of. the chamber 23. This oil also lubri'cates the gears and renders them noiseless in operation. The bearings 26 and 31 may beof the usual construction:

A controller 80 for the motor is secured tol-the frame of the lathe.

The operating shaft 81 of the controller 80 extends the length of the lathe bed 1 and has splined on it a bevel gear 82 which meshes with a bevel gear 83 carried at the end of a short shaft 84 carried by'a tool carriage 85 of the lathe. The shaft 84 carries an operating handle 86, It Will thus be seen that the operator can control the motor While standing in his usual osition by the tool carriage of the lathe. It will be observed that the 'motor drive-shown and described can be readily applied to any ordinary engine lathe by simply removing the ordinary bearing cap members and securing in place the sup- I port'6,'the only other change bein the clamping of the toothed member,- 14 a cut one of the pulley surfaces of the cone' pulley 5. When it is desiredto apply my motor-drive to a motor designed to receive it the cone pulley may, of course, be replaced by a gear Wheel. In this case the distance between the pillows blocks 3 may. be shortened somewhat.

\ Though a motor equipped with the special bonnet 20 and speedchanging de'vice carried by it form a a highly-advantageous means for drivinga lathe of the form show rn'it will be where it is desired to have twoshafts rotating with different speeds carried by the Iarmature-head of the motor. Y

While I have described and illustrated the best forms of my invention now knownto me, it willbe obvious to all those'skilled in the art that many changes'inay bemadein the form ofmy invention without departing from its spirit, and that my invention in some of its aspects may be used in many different relations, and I do not wish my olaimshereinafter n ade to be limited to thedetails of my invention shown and described more than is made necesssary by the state of the art.

INhat Iclaim as new and desire to secure by Letters Patent of the United States, is,

1. In combination, an end member or bonnet, a driving shaft. journaled therein, a

power transmitting shaft 'ournaled therein,

a cpuntershaft also journaled in the lionnet,

gearing connections between the countershaft and the other two shafts, said end memher having pockets containing oil to lubricate the countershaft bearings and an oil containing space into which a gear carried by the countershaft dips, whereby said pockets are supplied with oil through the revolution of the countershaft. T

2. In combination, an end member or bonnet, a driving shaft journaled therein, a pinion secured to the shaft, a second shaft in alinement with the driving shaft, a gear keyed to said second shaft, a counter-shaft also jlournaled in said end member, a spur gear ing'with said pinionya gear free to rotate on said counter-shaft and meshing with said gearon said second shaft and means for securing either said pinion and said second :eyedon said countenshaftand meshshaft together, or said gear on the countershaft to said counter-shaft, but so arranged not to act simultaneously. 1

'3. In combination, an end member or hon net, a I driving shaft journaled therein, a

toothed sleevesecured to the end of said readily understood that this feature of my invention is oapable of use'in many different relations.

i In Fig. 7, I have shown'a modified form of myinvention in which the counter-shaft 35 is extended through the end, member 24 of the casing. and .carrie's'a gear Wheel on its projectingend. The g'earmg and clutch con struc'tionwithin the casing of my invention" as, shoanin Fig.7 may be similar to that.

shownin Figs. 2 and 3. A In this case when gigs clutches are in position shown in Fig. 3 "e shafts 30 and 35 will rotatein op osite directionand with different velocity. en

. the clutch mechanism is thrown to the othei operating position the shafts 30 and 35 will rctate. iniopposite direction but with the samevelo'tity. By chan ing'the ratio'of the various. gears employed t e relative velocity o feach of the'shafts'30' and- 35 to thearmature-shaft 27 may be varied in many Ways. For some uses it maybe desirablejin the'construc'tion shown in Fig. 7 to rigidly connect thefshaft 30tothe shaft 27 and to dispense a iththe clutch'mechahism and gears 39 and ,driving shaft, a second shaft inalineinentwith the driving shaft, j ournaled in the end of saidsleeve, a gear keyed to said second shaft, ajcounter-shaft journaled in said end memher, a spur gearkeyed on said counter-shaftand meshing with said teeth on the sleeve, a'gear mounted but free to rotate on said counter shaft and meshing with 'said gear on the second shaft, and clutch members for se curing either saidsleeve to said secondshaft,

or saidgear on the counter-shaft to said coun- 'ter-sha'ft, but so arranged not to act simulta- .neou'sly.

4. In combination, an end member or bonnet, a driving shaft journaled therein, a sec- 0nd shaft in alinement with the driving-shaft also journaled in said end member,. means,

'Within the bonnet including acountershaf't and gears for causing the second's'haft to be driven at the same speed as thedrivingsha'ft 01' at a differe'ris speed sid. end member or In'witnesswhereof, Ihave hereunto set my bonnet having pockets isolitining oil to luhand this third day of Oct0ber,fl-904. J bricate the countershaftfbehrings and an oil THOMAS E DROHAN containing spac'e intowhich'a, ge ar carried by the countershaft dips, whereby said pockets Witnesses: are supplied with oil through the revolution CHAS. E. J EWETT,

.ofthe shaft. EDWIN H. 

